Speed limit control



April 14, 19 2- s. E. wATTERwohTH ETAL SPEED LIMIT CONTROL Filed May 21,1940 TTORNEYS Patented Apr. 14, 1942 SPEED LIMIT CONTROL Stewart E.Watterworth and Austin A. Quirk, Bridgeport, Conn.

Application May 21, 1940; Serial No. 336,366

Claims.

This invention relates to a speed limit control device for automobiles,and has for an object to provide a simple and effective device to limithe speed of an automobile so that in ordinary driving it cannot bedriven at a greater speed than that for which the device is set, but maybe readily set for different speeds as desired, so that when a car isbeing driven where there'are different speed zones the device may be setfor the speed designated for a zone as the car enters that zone and thedriver may operate with the assurance that the car will not be drivenover that speed until the device is again set for another speed. Hetherefore is not required to watch the speedometer to prevent drivingover the speed limit, and may give his entire attention to watchingtraffic and operating the car.

It is also an object to provide such a device which in an emergency maybe readily operated to permit higher speeds if required to meet theemergency.

It is a further object to provide such a device for limiting the speedof the car to which the device is set, but in which the limit speed maybe maintained in going up a hill as well as when driving on the level.

With the foregoing and other objects in view we have devised aconstruction illustrated in the accompanying drawing forming a part ofthis specification. It is, however, to be understood we are not limitedto the specific details shown, but may use other constructions andarrangements within the scope of the invention.

In this drawing:

Fig. l is a side elevation of the device showing its relation to thecarburetor and intake manifold of an automobile engine and showing theelements in the position they occupy when the engine is not running;

Fig. 2 is a top plan view of the device showing the elements in theposition they assume when the engine is running;

Fig. 3 is a side elevation of a part of the device when in the positionof Fig. 2; and

Fig. 4 is a similar view showing another position of the device. a

In the drawing a portion of the carburetor is shown at 5 and a portionof the intake manifold is indicated at 6 with a connection 1 forconducting the mixture of gas and air from this carburetor to-themanifold. This connection usually has a flange 8 connected to the flange9 at the underside of the carburetor. In mounting my device theseflanges may be separated sufficiently to mount the plate or block Informinga part of my device'between them, it being clamped betweenthesefflanges by any suitable' means such as the bolts or screws H andgas kets l2 may be clamped between thfianges and the block It to securegas-tight connection. Through the member H) is a passage 13in alignmentwith the passage from the carburetor to the connection 1 for passage ofthe mixture of gas and air. Inthis passage is a control valve M, suchfor example as a butterfly valve-mounted on a suitable shaft [5. Thisvalve may be provided with" a series of openings l6 therethrough toprevent cutting off entirely the flow of gases through the passage andalso to prevent the pull of the flow of gases upsetting the balance.

Mounted on the shaft I5 is a lever I! mounted on one end of which is astud I? through which passes a flexible wire l9 leading" to a hand pullor adjusting knobZil mounted Where it is easily accessible to the driverwhile in driving position, as for example on the dash 21 in front of thedriver. The stud I8 is mounted to turn on the lever I! as this leverswings with the shaft l5, and the wire I9 has a s'lid'ingfitin the stud"it. Beyond the stud I8 is a stop collar 22 secured to the wire l9 by anysuitable means such as a set screw 23 which will permit the collar 22 tobe adjusted to the desired position on the wire. The wire is alsopreferably guided and protected by a flexible tubular casing 21 leadingfrom a securing member, 25 mounted on the block H! by a bracket 26secured to the plate by any suitable means, such as the bolts 21, to thedash 25. The flexible casing may be supported at an intermediate pointby a collar 28 on a bracket 29 also mounted on the block Ill; The member25' is mounted to turn to permit the wire and casing to'fle'x as itsconnection with the stud I8 moves through turning of the lever l1. 7

On the other arm of the lever IT is a stud 3ll mounted to turn relativeto the lever, and through this stud extends a slidable rod 3| havingastop collar 32 thereon at one side of the studSD and a compressionspringv 33' at the other side pressingat its opposite ends against thestud and I a collar 36 on the rod 3|. The collar 32 is secured on therod by any suitable means such as a set screw which will permit locatingthe collar at any desired location. The other end of the rod 31 isconnected to a suitable suction operated device- 36, which may forexample be a piston in a cylinder, but preferably is a flexiblediaphra'gni 31 in a suitable casing connected by a small tube 38- withthe suction of the motor, preferably either at the'bottom of thecarburetor collar 22 is set. so as to position stop collar 22 to preventthe or the intake manifold. In the present case it is shown connected at39 to the connection 1 leading to the manifold. The suction in thecasing 36 created through the pipe 38 tends to move the diaphragm 31 tothe right or to the position shown in dotted lines Fig. 2, while aspring 40 tends to move it in the opposite direction and retain it inthe position shown in dotted lines Fig. 1. 7

Normally when the engine is not running the parts are in the positionshown in Fig. 1, the diaphragm 31 being shifted to the left under theaction of the spring 40 shifting with it the rod 3| and through actionof the collar 32 on the stud 30 through the lever I1 and the shaft |5shifting the valve H to the open position as shown in full lines Fig. 1.Thus the spring 40 tends to shift the valve to the open,position.Suction on the diaphragm 31 tends to shift-it to the right and throughaction of the rod 3| tends to move the valve to closed position, andsuch action will take place as soon as the suction is sufficient toovercome the force of the spring 40,. Movement of the valve towardclosed position, however, is limited by the collar 22 on the wire l9which forms a limit stop for the stud |8 mounted on the other arm of thelever l1. Thus the position the valve M will take under action ofsuction on the diaphragm 31 is determined by the position of the collar22, which position may be adjusted and determined by shifting the wireH] by means of the hand knob 20, and the location and thus the positionof the collar 22 determines the maximum speed at which it is desiredthat the motor be operated for any given adjustment of the hand knob 20.

Thus in operation the control valve I4 is set to a position for the.maximum speed desired by shifting the hand knob 20 to the desiredposition which through the wire l9 sets the position of the collar 22.running this valve may be fully opened as shown in'Fig. 1 due to thefact that as ther is no suction on the diaphragm 31 this diaphragmis inits extreme left hand position. Thus the valve I4 does not preventpassage of gaseous mixtures fromthe carburetor to the intake manifoldand therefore does not interfere with the operation of starting themotor. As soon as the motor starts the suction through the pipe 38 onthe diaphragm 31 draws it forward or to the right to the position ofFig. 2 and drawsthe rod 3| forward with it so as to move the valve I4 tothe limit to which the collar 22 on the wire I!) will let it go, thiscollar operating as a stop for the stud l8 on the lever |1. Thatdetermines the maximum speed for which the handle 20 and If the knob 20is drawn out valve l4 from moving the whole distance with rod 3|, .whichis true in- Figs. 2 and 3, the spring 33 yieldsas shown to permitdiaphragm 31 and rod 3| to make their full movement.

During normal operation the speed of the mo- I When the engine is not2,279,429 j T f' if of Figs. 2 and 3 corresponds to a maximum speed of35 miles per hour, this valve is maintained in this position by thesuction of the engine operating on the diaphragm 31, and no matter howwide the regular throttle valve is opened the speed of the car cannot becarried beyond this 35 mile limit, but the car can be driven with theusual accelerator at any speed up to this 35 mile speed limit.

If this opening of the valve l4 corresponds to the maximum speed of 35miles per hour when driving on the level it will be clear that more gasmust be supplied if this maximum speed is to be maintained in going up ahill. This condition is automatically taken care of by the suctiondevice. As the car goes up the hill and the speed drops somewhat (say,one or two miles per hour) the suction decreases and this permits thediaphragm 31 and rod 3| to move to the left under action of spring 4|]causing the collar 32 to engage the stud 30 and move it to the left,thus turning the shaft I5 and opening the valve I4 to allow more gas toflow into the manifold to keep up the speed. As soon as the speed againpicks up to the 35 mile limit (in the example under discussion) theincreased suction again draws the diaphragm 31 and rod 3| forward movingthe valve |4'back to its original position. Practically the maximumspeed may therefore be maintained under all conditions if desired.

If it is desired to set the maximum speed for a lower limit the knob 20may be pushed inwardly shifting the wire I!) and collar 22 farther tothe left, say, for example, to the position of Fig. 4 (dotted positionMr: of Fig. 1) for a maximum speed of 25 miles per hour, the valve Itbeing in this position across the passage |3. Then as the motor startsthe suction on the diaphragm 31 will move the valve I4 to this positionshifting it from the open position of Fig. 1. However, if in going up ahill the speed drops below this 25 mile limit the reduced suctionpermits the diaphragm 31 to move to the left carrying with it the rod 3|to open the valve |4 (say, to position MD or Me, Fig. 1) by action ofthe collar 32 to supply the additional gas to keep It will be seen thespeed up to the limit, but as before, when the speed reaches the limitof approximately 25 miles the increased suction action on the diaphragmagain closes the valve so that the speed is maintained at approximately25 miles,.or slightly under this limit.

Although with this device in ordinary driving the car cannot be drivenabove the maximum speed for which the device is set by the hand knob 20,if the driver should get into a jam, say, for example in passing anothercar, and should need a sudden burst of speed he could secure it byquickly pulling out the knob 20 farther, which through action of thecollar 22 on the stud l8 would open the valve M to give the necessaryincreased supply of gas. The spring 33 would yield to permit thismovement. Then after he is out of the emergency the knob 2|] can be setback to the maximum speed desired. Some means may be provided to retain,the knob 20 and the wire IS in adjusted positions. Thus the shank 20a ofthe knob may be provided with a series of suitably spaced notches orrecesses 4| in which a spring pressed ball 42 may seat. Although thiswill retain the knob and wire in adjusted positions the ball will yieldto permit of ready adjustment of the knob. The recesses 4| may be spacedto correspond with the different increments of maximum speed limitsdesired,

say, for example a difierence of five miles beany given speed zone, andhe can then continue to drive the car with the usual throttle andaccelerator with the assurance that he will not go beyond the set speedlimit, and he is not required to watch the speedometer with consequentdetraction from the operation of driving. However, should a sudden burstof speed be required to meet an emergency this may be readily secured.Still further, substantially the maximum speed for which the device isset may be maintained not only in driving on the level but also in goingup a hill or grade, as the extra amount of gas to maintain this speed onthe grade is supplied automatically.

Having thus set forth the nature of our invention, what we claim is:

1. In a device of the character described, a block adapted to be mountedbetween the carburetor and the intake manifold of an automobile engineand having a passage therethrough for the gaseous mixture, a valve insaid passage, a shaft on which the valve is mounted, a lever on saidshaft, a rod having sliding connection with one arm of said lever, asuction operated device connected to said rod, a stop on the rod betweenthe lever and the suction device and adapted to engage said lever toopen the valve, a compression spring on the rod at the other side of thelever to permit the lever to move independently of the rod, a springtending to shift the rod to open the valve, said suction device beingresponsive to suction to shift the valve toward closed position, aflexible wire having sliding connection with theother arm of the lever,a stop on said wire to limit closing movement of the valve under. actionof the suction device, and manually operable means adjustable from thedrivers position to adjust the position of said stop.

2. In a device of the character described, a control valve adapted to belocated between the carburetor and intake manifold of an automobileengine, a suction operated device, a rod connected with said suctiondevice and having sliding connection with the valve, a stop on the rodto shift the valve toward open position, a spring on the rod permittingmovement of the valve toward open position independently of the rod, aspring tending to shift the rod to open the valve, a passage in whichthe pressure is dependent on suction, means connecting the suctiondevice to said passage to cause the suction therein to shift the valvetoward closed position, and manually operable means adjustable from thedrivers position to limit closing movement of the valve under action ofthe suction device.

3. In a device of the character described, a block adapted to be mountedbetween the carburetor and the intake manifold of an automobile engineand having a passage therethrough for the gaseous mixture, a valve insaid passage, means for operating the valve, a suction device, aconnection from said suction device to said operating means havingsliding connection therewith, means on said connection to positivelyengage the operating means to shift the valve toward open position, aspring on said connection through which the suction device may act toshift the valve toward closed position, means tending to shift saidconnection to open the valve, said suction device being responsive tosuetion to close the valve, and manually adjustable means to limitclosing movement of the valve under action of the suction device.

4. In a device of the character described, a control valve adapted to bemounted between the carburetor and intake manifold of an automobileengine, a suction operated device, an operative connection from thesuction device to the valve including a yieldable connection to transmitthe force of the suction device and adapted to permit movement of thevalve toward open position independently of the suction device, meanstending to shift the valve toward open position, said suction devicebeing responsive to suction to shift the valve toward closed positionthrough said yieldable connection, and manually operable meansadjustable from the drivers position to limit closing movement of saidvalve under action of the suction device and operable to shift the valvetoward open position independently of said device.

5. In a device of the character described, a control valve adapted to bemounted between the carburetor and intake manifold of an automobileengine, a shaft on which the valve is mounted, a lever on said shaft, asuction operated device, an operative connection from the suction deviceto one arm of the lever adapted to permit movement of the valve towardopen position independently of the suction device, means tending toshift the valve toward open position, manually operable means adjustablefrom the drivers position, a connection from the said manual STEWART E.WATTERWORTH. AUSTIN A. QU'IRK.

